EP3670216A1 - Passenger trailer for an electric bus - Google Patents

Abstract

A passenger trailer (100) for an electric bus (1) comprises a coupling (161) for coupling the passenger trailer (100) to the electric bus (1), a battery (120) for storing driving energy, and a high-voltage connection (162) for transmission from driving energy to the electric bus (1), at least one drive (113, 114) that can be fed by the battery (120), at least one steered axle (111, 112) and a controller (130) which is connected to the at least one drive (113, 114 ) and the at least one steered axle (111, 112) is connected for control purposes, so that the passenger trailer (100) can be controlled automatically for driving. The passenger trailer (100) enables more flexible use than known models because the electric bus (1) and the passenger trailer (100) can be used together as a bus train, but also individually. Because of this, the respective line network and the capacity to be provided can be optimally taken into account, in particular also in the case of temporary changes in the line routing and / or the use of the vehicle. Dead times of the vehicles can be minimized.

Description

Technical field

The invention relates to a passenger trailer for an electric bus, a bus train with such a passenger trailer and a method for operating a transport system with at least one electric bus and at least one passenger trailer.

State of the art

The use of electric buses is increasing steadily in local and long-distance public transport. Compared to buses with an internal combustion engine, they enable, in particular, operation with less noise and reduced exhaust emissions.

In the present case, the term “electric bus” is understood to mean a bus for the transportation of people, which - at least partially - can be operated by means of electric motors, the electrical energy (driving energy) used for this being obtained from a battery carried on the bus and / or via a current collector from an overhead line becomes. Known solutions are trolleybuses with or without an additional storage battery, pure electric buses or hybrid buses, which have at least one internal combustion engine (e.g. gas or diesel engine) that is used to charge the storage battery via a generator or to drive the drive axles in parallel. In the following, the term "battery" is understood to mean an electrical energy store, that is to say in addition to assemblies on an electrochemical basis it also includes capacitors, reversible fuel cells, etc.

Due to the lower energy density of an electrical energy storage compared to a fuel tank, the range of an electric bus with a fully charged battery is generally significantly less than that of a bus with an electric motor. In line operation, it is therefore usually necessary to recharge the battery several times a day, with recharging taking a certain amount of time.

Various solutions are known with which this requirement can be met. For example, a charging infrastructure can be provided at stops or final stops, by means of which the electric buses can be charged briefly or during a final stop. Another solution is the long-known (at least partially) equipping the traffic route with an overhead line, whereby in modern systems there may be gaps or longer sections without an overhead line, which can be bridged with the aid of a sufficient capacity with the aid of a storage battery carried along.

Especially in local public transport, buses generally run on predetermined traffic routes, which can include both public roads and dedicated travel routes, and which can be equipped differently from a technical point of view, e.g. B. with or without overhead line or with or without existing charging stations. The conversion of operation with buses with internal combustion engines to electric buses often requires complex retrofitting of the infrastructure. If the course of the traffic route is to be changed temporarily (e.g. during construction work) or permanently, extensive retrofitting or the use of buses with internal combustion engines are necessary. Since in the medium and long term it should make sense in most cases to reduce the maintenance effort of a fleet entirely without buses with internal combustion engines, this option will no longer be available.

Another potential solution would be a massive increase in the storage capacity of the locally carried batteries. Since this entails a correspondingly massive increase in the mass to be moved and is very expensive, this approach generally does not appear to be expedient.

• bei einer temporären Umstellung der Linienführung;
• wenn Oberleitungen - z. B. in historischen Stadtzentren - aus ästhetischen Gründen unerwünscht sind;
• wenn für eine (Schnell-)Ladestation am benötigten Ort keine Stromversorgung vorliegt.

The adjustment of the infrastructure is also often not sensible or feasible. B. in the following cases:

• in the case of a temporary change in the lines;
• if overhead lines - e.g. B. in historic city centers - are undesirable for aesthetic reasons;
• if there is no power supply for a (quick) charging station at the required location.

Passenger trailers for use with buses for the transportation of people have been known for a long time. They include a passenger compartment with at least 20 and up to 100 seats or more and are usually used today to simply increase the capacity, e.g. B. at peak times by combining a bus (bus or trolleybus) with a trailer to form a bus train. Compared to articulated buses, this offers the advantage of increased flexibility because the passenger trailer can be uncoupled when the corresponding capacity is not required. Compared to a single-articulated bus, a higher total capacity is also possible when using a corresponding passenger trailer, which is similar to that of a double-articulated bus. Articulated buses, on the other hand, offer greater comfort because the passenger area is designed throughout. If the capacity is required permanently, the articulated bus is also more economical. Compared to the use of additional buses, the use of a passenger trailer as well as that of an articulated bus is advantageous because of the lower personnel costs.

The disposition and the specific use of the trailer are relatively complex in a flexible system, because they have to be available at the right place at the right time. Their area of application is also limited because they rely on the bus as a towing vehicle, whereby the bus usually has to provide the total traction power required and the corresponding driving energy.

Presentation of the invention

The object of the invention is to provide a passenger trailer belonging to the technical field mentioned at the outset, which enables more flexible use.

1. a) eine Kupplung zum Ankoppeln des Personenanhängers an den Elektrobus;
2. b) eine Batterie zur Speicherung von Fahrenergie;
3. c) einen Hochvolt-Anschluss zur Übertragung von Fahrenergie zwischen Personenanhänger und Elektrobus;
4. d) mindestens einen von der Batterie speisbaren Antrieb;
5. e) mindestens eine gelenkte Achse; und
6. f) eine Steuerung, welche mit dem mindestens einen Antrieb und der mindestens einen gelenkten Achse steuerungsmässig verbunden ist, so dass der Personenanhänger für den Fahrbetrieb automatisch steuerbar ist.

The solution to the problem is defined by the features of claim 1. According to the invention, the passenger trailer comprises:

1. a) a coupling for coupling the passenger trailer to the electric bus;
2. b) a battery for storing driving energy;
3. c) a high-voltage connection for the transmission of driving energy between the passenger trailer and the electric bus;
4. d) at least one drive that can be powered by the battery;
5. e) at least one steered axle; and
6. f) a controller which is connected in terms of control to the at least one drive and the at least one steered axle, so that the passenger trailer can be controlled automatically for driving.

Driving operation means, on the one hand, trips to a depot (e.g. to maintenance or cleaning stations) or from a stop to a charging station at a distance, and on the other hand, it includes the normal operation for the transport of people between stops in the network. The passenger trailer can therefore preferably transport people independently and without a vehicle driver. As explained in detail below, this does not have to be possible on the entire route network, but can be limited to certain sections, e.g. B. those that meet certain infrastructure requirements (e.g. are equipped with a control system) or do not exceed a certain level of complexity. It may also be the case that a new route to be traveled must first be taught in before autonomous driving is possible. However, the control is particularly preferably designed such that the passenger trailer independently and without a driver Most (or all) of the possible routes of a (local) transport network can travel. This ensures maximum flexibility.

The high-voltage connection enables electrical energy to be transmitted between the passenger trailer and the electric bus, the transmissible power preferably being at least 40 kW, particularly preferably at least 100 kW. The voltage can be, for example, in a range between 400 and 1200 V. This transmission can preferably take place in both directions, as required. However, as described below, there are also use cases or operating concepts that only require transmission in one direction. In addition to the driving energy, the transmitted energy can also comprise energy which is used for other purposes, e.g. B. heating, ventilation or air conditioning, the provision of charging current for mobile end devices of the users or for the provision of a local radio network (WLAN) is required.

A converter can be arranged in the passenger trailer and / or in the towing vehicle, so that energy can be transmitted in the passenger trailer and in the towing vehicle even at different operating voltages.

The control-related connection can be created by wire or fiber-bound and / or wireless channels between the control and the drive as well as the steered axis. In addition to these components, other components necessary for driving will be linked in terms of control, e.g. B. brakes, lighting and driving safety systems (ABS, ESC etc.).

The passenger trailer advantageously comprises two axles, both of which are designed as steered axles. In this case, the front axle serves as the actual steering axle in the autonomous operation of the passenger trailer, while the rear axle automatically steers or countersteers depending on the driving situation.

In addition to the coupling for mechanically coupling the passenger trailer to a towing vehicle, which is arranged at the front end of the passenger trailer, the passenger trailer can have a trailer coupling at its rear end, so that the passenger trailer itself travels with another passenger trailer as a bus train can and / or that several passenger trailers can be attached to an electric bus as a towing vehicle.

A bus train according to the invention comprises an electric bus for the transportation of people and such a passenger trailer according to the invention. The at least one steered axle of the passenger trailer can be used for steering. This improves the maneuverability of the bus train and contributes to a reduction in the wear on the tires and chassis components of the passenger trailer.

In principle, several passenger trailers can also be connected to an electric bus one after the other. In this case, it is particularly advantageous if the steered axles of the passenger trailers are used for steering in order to achieve the required cornering behavior.

The electric bus can advantageously be operated by a vehicle driver. This enables flexible use on all routes on which a bus can operate without the need for additional infrastructure.

The electric bus can also be designed to be automatically controllable so that it can operate without a driver. An electric bus that only operates without a driver can also be used within the scope of the invention.

In a method according to the invention for operating a transport system comprising at least one electric bus and at least one passenger trailer according to the invention, the passenger trailer occasionally runs automatically (i.e. without a driver) and is coupled to the at least one electric bus on assigned traffic routes.

At least two personal trailers according to the invention are preferably present. This enables increased flexibility and, in particular, uncoupling a passenger trailer with a (partially) empty battery and then coupling a waiting other passenger trailer with a full battery, so that the supply of electrical energy for the electric bus can be restored within a short time.

1. a) nur Elektrobus (elektrisch, führergesteuert oder führerlos, Fahrbatterie auf Zugfahrzeug und/oder über Oberleitung);
2. b) Buszug: Elektrobus und Personenanhänger (elektrisch, führergesteuert oder führerlos, Fahrbatterie auf Zugfahrzeug und Anhänger und/oder über Oberleitung);
3. c) nur Personenanhänger (elektrisch, führerlos, Fahrbatterie auf Anhänger);
4. d) a) und c) gleichzeitig, aber unabhängig voneinander.

The passenger trailer according to the invention enables a much more flexible use than known models, in particular because the following modes of transport are made possible:

1. a) electric bus only (electric, driver-controlled or driverless, traction battery on towing vehicle and / or via overhead line);
2. b) Bus train: electric bus and passenger trailer (electric, driver-controlled or driverless, traction battery on towing vehicle and trailer and / or via overhead line);
3. c) only passenger trailers (electric, driverless, traction battery on trailer);
4. d) a) and c) simultaneously, but independently of each other.

Based on these modes of transport, the line network (driverless and non-driverless sections) and the capacity to be provided (depending on the time and network section) can be optimally taken into account, in particular also in the case of temporary changes to the route and / or vehicle use. Dead times of the vehicles can be minimized.

In case b), the electric bus can be supported by the steering, but also by the drive of the passenger trailer, as mentioned above. Thus, the electric bus does not have to be designed in such a way that it can provide the power for trailer operation on the entire route itself. This enables savings on the electric bus. It can also - for energy consumption - be optimized for mode a).

The controller is advantageously designed in such a way that the passenger trailer can be automatically controlled for a coupling maneuver and a coupling maneuver to or from the electric bus. This relieves the driver of the load and enables fully autonomous operation of the electric bus and passenger trailer, even if the electric bus can be operated autonomously without a driver. This also reduces the time required for the coupling and decoupling maneuvers. Because the passenger trailer can be controlled automatically, it can drive independently for coupling into the most suitable coupling position and can remove itself from the uncoupling position after uncoupling and e.g. B. to a charging station, to a parking space or drive to a different coupling position if it does not immediately switch to driving mode for passenger transport.

The people can remain in the trailer during the short disconnection or coupling process, which enables flexible line and timetable design. Due to its own battery, all required systems of the passenger trailer are permanently supplied with electrical energy.

The control and the high-voltage connection are advantageously designed such that a high-voltage connection between the passenger trailer and the electric bus is created automatically during the coupling maneuver and that the high-voltage connection between the passenger trailer and the electrical bus is automatically disconnected during the decoupling maneuver.

If the electric bus is always provided with a driver, the latter can alternatively or alternatively carry out the coupling or uncoupling manually. In this case, the high-voltage connections can also be created or disconnected manually.

The passenger trailer preferably has a charging connection for charging the battery. The passenger trailer can thus be loaded flexibly and independently of the towing vehicle. The charging connection can be designed in a manner known per se as a plug, as a current collector or as a pair of contact surfaces. It can be advantageous if there are different charging connections so that the passenger trailer can interact with different charging stations or charging points.

Alternatively, loading is always carried out via the towing vehicle. This can be useful, for example, if the passenger trailer is used exclusively in combination with trolleybuses, with the charging current being drawn via the overhead line.

The passenger trailer advantageously comprises heating, ventilation, air conditioning and / or lighting devices which can be supplied with electrical energy from the battery at least in a state uncoupled from the electric bus. For this purpose, appropriate wiring between the battery of the passenger trailer and the appropriate facilities and a local control for the facilities and their power supply on the passenger trailer. This enables the trailer to be fully autonomous.

The control of the passenger trailer or a control of the electric bus is preferably designed in such a way that an energy supply of the electric bus during driving operation in the coupled state takes place primarily from the battery of the passenger trailer.

In an advantageous operating concept, the at least one passenger trailer can thus be used as an exchangeable energy store for the at least one electric bus, the control of the passenger trailer and a controller of the electric bus interacting in the coupled state in such a way that the electric bus is primarily powered by the battery of the passenger trailer.

This means that the electric bus is usually supplied by the latter in normal driving with a coupled trailer. If the charge level of the battery of the passenger trailer falls below a certain lower limit, the electric bus can also supply itself in this operating mode in order to ensure that the passenger trailer has a required distance after uncoupling, e.g. B. can still autonomously travel to a charging station.

The priority supply from the battery of the passenger trailer enables the charging times for the electric bus to be minimized. The flexibility of using the electric bus is thus maximized.

In a further operating concept, the at least one electric bus (in particular with driving energy from a local storage battery located on the electric bus) runs on an assigned main traffic route in the pendulum or ring mode, the at least one passenger trailer automatically connects a section of the main traffic route coupled to the electric bus and a secondary traffic route (driverless) back, whereby a combined first travel time for the section of the main traffic route and the secondary traffic route is lower than a second travel time for the entire main traffic route. A first loading time per cycle is for the passenger trailer greater than a second charging time per cycle for the electric bus. The charging times are advantageously chosen so that the charge level at the end of the cycle corresponds to the charge level at the beginning, so that the cycle can be run through as often as desired in the specified time. The second charging time can also be zero if the storage battery of the electric bus can be fully charged via the supply from the passenger trailer as described below.

In a correspondingly different operating concept, the at least one electric bus is designed as an overhead line bus, which runs on an assigned first traffic route with overhead line supply, and the at least one passenger trailer runs partially on the first traffic route and partially on a second traffic route without overhead line supply.

The first traffic route does not have to be 100% provided with an overhead power line, which can also have certain gaps in this area, which are bridged by a local power supply on board the electric bus, e.g. B. at intersections or in areas where an overhead line is aesthetically disadvantageous. However, at least 75%, in particular at least 90%, of the first traffic route is provided with an overhead line, for example.

If the electric bus is an overhead line bus, it is generally advantageous if the power supply of the electric bus and, if applicable, also of the passenger trailer is provided by the overhead line on sections of the route with an active overhead line. In overhead line operation, any storage battery of the overhead line bus and the battery of the passenger trailer can also be charged.

In a preferred embodiment, in addition to the energy supply of the electric bus, a storage battery of the electric bus can be charged in parallel with electrical energy from the battery of the passenger trailer. This enables the storage battery of the electric bus to be recharged while driving, so that the charging times of the bus can be minimized or saved entirely. To the maximum transmission power from the battery of the passenger trailer to the electric bus limit, the charging of the storage battery of the electric bus can be limited to sections in which only a limited drive power is required (e.g. flat or sloping sections, sections with slow travel or sections in which the bus train is braked).

Further advantageous embodiments and combinations of features of the invention result from the following detailed description and the entirety of the claims.

Brief description of the drawings

Fig. 1

eine schematische Darstellung eines Buszuges mit einem Elektrobus und einem erfindungsgemässen Personenanhänger;

Fig. 2

eine grafische Darstellung eines ersten Betriebskonzepts mit einem Buszug mit einem erfindungsgemässen Personenanhänger;

Fig. 3

eine grafische Darstellung eines zweiten Betriebskonzepts;

Fig. 4

eine grafische Darstellung eines dritten Betriebskonzepts;

Fig. 5

eine grafische Darstellung eines vierten Betriebskonzepts;

Fig. 6

eine grafische Darstellung eines fünften Betriebskonzepts;

Fig. 7

eine schematische Darstellung des Energieflusses in einem ersten Betriebszustand;

Fig. 8

eine schematische Darstellung des Energieflusses in einem zweiten Betriebszustand; und

Fig. 9

eine schematische Darstellung des Energieflusses in einem dritten Betriebszustand.

The drawings used to explain the exemplary embodiment show:

Fig. 1

a schematic representation of a bus train with an electric bus and a passenger trailer according to the invention;

Fig. 2

a graphic representation of a first operating concept with a bus train with a passenger trailer according to the invention;

Fig. 3

a graphical representation of a second operating concept;

Fig. 4

a graphical representation of a third operating concept;

Fig. 5

a graphical representation of a fourth operating concept;

Fig. 6

a graphical representation of a fifth operating concept;

Fig. 7

a schematic representation of the energy flow in a first operating state;

Fig. 8

a schematic representation of the energy flow in a second operating state; and

Fig. 9

a schematic representation of the energy flow in a third operating state.

In principle, the same parts are provided with the same reference symbols in the figures.

Ways of Carrying Out the Invention

The Figure 1 is a schematic representation of a bus train 5 with an electric bus 1 and a passenger trailer 100 according to the invention. The electric bus 1 has two axles 11, 12, both of which are driven by electric drives 13, 14. The front axle 11 is steerable by means of a steering device 15, the rear axle 12 is not steerable. The electric drives 13, 14 are supplied by a storage battery 20, which is arranged here, for example, on the roof of the electric bus 1.

The storage battery 20 can u. a. can be charged using a charging port 21. This is designed so that it can interact with charging stations, advantageously automatically. The electric bus 1 has a controller 30, which u. a. the charging and discharging of the storage battery 20, the means for coupling a trailer described below and a heating, ventilation and air conditioning system (HVAC system) 40.

The electric bus 1 comprises a driver's cab 50 for a vehicle driver. The latter leads the vehicle in a manner known per se, and controls and actuates the drive, the brakes and the steering with common operating elements (steering wheel, pedals, levers, etc.).

The electric bus 1 further comprises a trailer coupling 61 and a high-voltage connector 62. Both are formed on an automatic coupling arrangement 60 which, in addition to mechanical coupling means for the mechanical coupling of a trailer and the high-voltage connection, comprises a corresponding control 63. The electric bus 1 also includes an interface 65 for establishing a wireless signal connection.

The high-voltage connector 62 is connected to the storage battery 20 via a line. Signal and control lines run between the automatic clutch arrangement 60 and the interface 65 on the one hand and the controller 30 of the electric bus 1 on the other.

The passenger trailer 100 also comprises two axles 111, 112, both of which are driven by electric drives 113, 114. Both axles 111, 112 are also designed to be steerable by means of a corresponding steering device 115, 116. The electric drives 113, 114 are supplied by a storage battery 120, which is arranged here, for example, on the roof of the passenger trailer 100.

The storage battery 120 may u. a. can be charged with the aid of a charging connection 121. This is designed so that it can interact with charging stations, advantageously automatically. The passenger trailer 100 has a controller 130, which u. a. the charging and discharging of the storage battery 120, the means for coupling a trailer described below and a heating, ventilation and air conditioning system (HVAC system) 140.

The controller 130 is able to operate on corresponding traffic routes without a driver on the basis of target information, map information and sensor data (not shown). For this purpose, it is connected in terms of control to the drives 113, 114 and the steering devices 115, 116 (as well as to further components (not shown), for example brakes). Corresponding systems are known, especially for passenger cars. Any increased safety requirements in relation to public passenger transport can be taken into account by providing additional safety systems, limiting the maximum speed and / or restricting use to certain traffic routes. This is much easier to implement with means of transport that are used in regular transport than with means of transport for individual transport.

The passenger trailer 100 further comprises an automatic coupling arrangement 160 with a coupling 161 for coupling to a towing vehicle and a high-voltage connector 162. Controlled by the corresponding control 163 of the coupling arrangement 160 and in cooperation with the coupling arrangement 60 of the electric bus 1 (or another suitable one Towing vehicle), both the mechanical connection and the high-voltage power connection between the electric bus 1 and the passenger trailer 100 can be established automatically. Corresponding automatic clutch arrangements for mechanical and electrical coupling of a trailer to a towing vehicle are known per se, cf. e.g. B. DE 10 2012 016 234 A1 (e-drives UG).

The data connection between the two vehicles takes place wirelessly via an interface 165 of the passenger trailer 100 and the interface 65 of the electric bus.

The high-voltage connector 162 of the trailer 100 is connected to the storage battery 120 of the trailer 100 via a line. Signal and control lines run between the automatic coupling arrangement 160 and the interface 165 on the one hand and the controller 130 of the passenger trailer 100 on the other hand.

Not in the schematic Figure 1 Various sensors are shown, in particular, which are required for driverless traffic of the passenger trailer 100 and the automatic coupling and uncoupling of the passenger trailer 100 to and from the electric bus 1. These sensors are all connected to the corresponding controller 130 of the passenger trailer 100 or the corresponding controller 30 of the electric bus 1. Sensor data or derived data obtained from sensor data can be transmitted via the wireless signal connection between the passenger trailer 100 and the electric bus, in particular for the coupling or decoupling process.

The Figure 2 is a graphic representation of a first operating concept with a bus train with a passenger trailer according to the invention. It represents a main route AB, which extends from a final stop A to a final stop B, graphically. The main route AB is traveled by an electric bus 1 in the shuttle mode. A branch line XC branches off from a branch X on the main line AB to a final stop C. The typical passenger volume on the main route AB usually decreases starting from the final stop A in the direction of the final stop B, as is often the case when a line runs essentially radially outwards from a settlement center (near A) to the periphery (near B) .

Instead of leaving the means of transport half empty in the outer area XB, the passenger trailer 100 is automatically uncoupled at the junction X. He then drives autonomously (without a driver) to the final stop C and supplies stops on the Branch line XC. The battery of the passenger trailer 100 is charged at the final stop C, then the passenger trailer 100 moves back again to the branch X in order to be automatically coupled there again to the electric bus 1 (returning from the final stop B). The route XC to the final stop A is then covered again as a bus train with electric bus 1 and passenger trailer 100.

The route XB from the junction X to the final stop B of the electric bus 1 is longer than the route XC from the junction X to the final stop C of the passenger trailer 100. More time is thus available for charging the passenger trailer 100. In the corresponding operating concept, it therefore makes sense to take the driving energy primarily from the battery of the passenger trailer 100 when the bus train is in operation. The storage battery of the electric bus 1 (or an alternative drive for a hybrid bus) is only required for the solitary operation of the electric bus 1 on the route XB or BX.

An idealized timetable for a complete cycle on the lines of the Figure 2 is shown in the following table (EB: electric bus, PA: passenger trailer). It should be noted that, in the case of a concrete implementation, additional times would of course be provided as a buffer or the actual travel times would be shorter than stated. Time [min] A X B C. process 0 EB + PA 20th EB + PA Disconnect EB / PA at X 25th PA Start charging process PA at C. 35 EB PA Start charging EB at B. 40 EB PA Loading process at B ended 50 PA Charging process PA ended at C. 55 EB + PA Connect EB / PA to X 75 EB + PA

In the example shown, a maximum of 25 minutes are available for charging the trailer, and only 5 minutes for charging the electric bus. An exemplary energy requirement and the corresponding energy provision for the Travel drives are shown in the table below, using arbitrary units for energy: route Need EB PA requirement Reference EB Cover PA AX 30th 0 0 30th XB 15 - 15 - XC 5 - 5 BX 15 - 15 - CX 5 - 5 XA 30th 0 0 30th total 90 10th 30th 70

On the lines AX and XA there is an energy flow according to the schematic representation in the Figure 7 in front. The two drives 13, 14 for the axles 11, 12 of the electric bus 1 are supplied with electrical energy from the battery 120 of the passenger trailer 100.

The energy required for the electric bus can - provided that the charging power is sufficiently high - be taken up directly at the final stop B by the storage battery of the electric bus 1. As an alternative, the storage battery on the routes AX and XA is additionally charged with electrical energy from the battery of the passenger trailer 100 (operating state according to Figure 8 ).

The operating concept according to Figure 2 is particularly advantageous if there is a passenger volume as outlined above and if there is a side route to be operated that can be driven without a driver.

The Figure 3 is a graphical representation of a second operating concept. It represents a main route DE, which extends from a final stop D to a final stop E. The main route DE is traversed by an overhead line bus 2, the overhead line bus 2 having a local storage battery for storing driving energy. A branch line YF branches off from a branch Y on the main line DE to a final stop F. The typical passenger volume on the main route DE usually starts from the Final stop D towards the final stop E, as is often the case when a line from a settlement center (near D) runs essentially radially outwards to the periphery (near E).

The inner section DY of the main section DE is equipped with an overhead line, the outer section YE is not. Because there is less capacity required in the outer section YE, the passenger trailer 100 is automatically uncoupled at the branch Y. He then drives autonomously (without a driver) to the final stop F and from there back to the junction Y, serving stops on the branch line YF, FY. There it is automatically coupled again to an electric bus 1 in order to run together with it as a bus train to the final stop D.

The route YF from the branch Y to the final stop F of the passenger trailer 100 is longer than the route YE from the branch Y to the final stop E of the trolleybus 2. In the present operating concept, two passenger trailers therefore run in one cycle on the sections YF, FY.

The driving energy should only be taken from the overhead line on the DY or YD route, so that no additional charging stations and no charging times at standstill are required. On the route sections YE, YF and EY, FY, the drives of the trolleybus 2 and the passenger trailer 100 are supplied by the respective local power storage.

An idealized timetable for a complete cycle on the lines of the Figure 3 is shown in the following table (EB: electric bus, PA: passenger trailer). It should be noted that, in the case of a concrete implementation, additional times would of course be provided as a buffer or the actual travel times would be shorter than stated. Time [min] D Y E F process 0 EB + PA1 20th EB + PA1 Uncouple EB / PA1 at Y, wire EB 25th PA2 35 EB 45 PA1 50 EB + PA2 Link EB / PA2 at Y, wire EB 70 EB + PA2

The passenger trailer PA1 can be made available at Y for the next electric bus.

An example of the energy requirement and the corresponding provision of energy for the traction drive are shown in the following table, with the passenger trailers on the YF or FY section of the route summarized and arbitrary units used for the energy: route Need EB PA requirement Reference EB Cover PA Cover overhead contact line DY 40 0 75 (40 + 10 + 25) YE 10th - 10th - YF - 25th 25th - EY 10th - 10th - FY - 25th 25th - YD 40 0 75 (40 + 10 + 25) total 100 50 20th 50 150

On the lines DY and YD, this results in the Figure 9 schematically illustrated energy flow. Energy is absorbed via the current collector 70 of the trolleybus 2 and fed both to the drives 13, 14 for the axles 11, 12 of the trolleybus 2 and to the battery 120 of the passenger trailer 100.

The operating concept according to Figure 3 is particularly advantageous if there is a passenger volume as mentioned above, outer areas of the routes are not provided with an overhead line and there is a secondary route to be operated which can be driven without a driver.

The Figure 4 is a graphical representation of a third operating concept. It graphically represents an annular main line GG. This main line GG is used by an electric bus 1 in ring mode. Other electric buses circulate in the opposite direction. A radial branch line ZG branches off from a branch Z on the main line GG from the G ring stop. For the branch line ZG there is correspondingly a shorter path than for the section from Z to G on the main line GG.

In the example shown, the electric bus 1 with a passenger trailer 100 runs as a bus train on a first ring part GZ. At the junction Z the passenger trailer 100 is automatically uncoupled. It then drives autonomously (without a driver) to a charging station L and, after charging, to the ring stop G. There, the passenger trailer 100 is automatically coupled again to the electric bus 1. This is followed by a next cycle.

Since the radial branch line ZG is shorter than the second ring section from Z to G, there is more time available for charging the passenger trailer 100 than for a possible charging of the electric bus 1. In the corresponding operating concept, it makes sense to use the driving energy when operating as a bus train primarily from the battery of the trailer 100. The storage battery of the electric bus 1 (or an alternative drive for a hybrid bus) is only required for the solitary operation of the electric bus 1 on the second ring part from Z to G.

An idealized timetable for a complete cycle on the lines of the Figure 4 is shown in the following table (EB: electric bus, PA: passenger trailer). It should be noted that, in the case of a concrete implementation, additional times would of course be provided as a buffer or the actual travel times would be shorter than stated. Time [min] G Z L process 0 EB + PA 40 EB + PA Disconnect EB / PA at Z 50 PA Start loading process PA at L. 70 PA Charging process PA ended at L. 80 EB + PA Connect EB / PA to G

In the example shown, 20 minutes are thus available for loading the trailer. An exemplary energy requirement and the corresponding energy supply for the traction drive are shown in the following table, whereby arbitrary units are used for the energy: route Need EB PA requirement Reference EB Cover PA GZ 60 0 0 100 (60 + 40) ZL - 10th 10th ZG 40 - 40 - LG - 10th 10th total 100 20th 40 120

The energy required for the electric bus on the second ring part is transmitted while traveling as a bus train on the first ring part GZ from the passenger trailer 100 to the electric bus 1 and stored there in the storage battery. The result in the Figure 8 schematically illustrated energy flow, according to which the battery 120 of the trailer 100 delivers both that energy which is required for the operation of the drives 13, 14 for the axes 11, 12 of the electric bus 1, and that energy which is in the storage battery 20 of the electric bus for the trip is saved on the second ring part.

The Figure 5 is a graphical representation of a fourth operating concept. It graphically represents a ring-shaped main line HH. This main line HH is used by an electric bus 1 in ring mode. Other electric buses circulate in the opposite direction. A radial branch line WH branches off from a branch W on the main line HH to the ring stop H. A correspondingly shorter path results for the secondary route WH than for the section from W to H on the main route HH.

In the example shown, the electric bus 1 runs on both ring parts HW and WH of the main route HH, each with a passenger trailer 100 as a bus train. At branch W, the first passenger trailer 100.1 is automatically uncoupled and a second passenger trailer 100.2 is automatically coupled. The uncoupled passenger trailer 100.1 then drives autonomously (without a driver) to a charging station L 'and after charging to the ring stop H. There, the passenger trailer 100.1 is automatically coupled again to the electric bus 1 after the other passenger trailer 100.2 has been uncoupled. This is followed by a next cycle.

Since the radial secondary route WH is shorter than the second ring section from W to H, more time is available for loading the passenger trailers 100.1, 100.2 than for one possible charging of the electric bus 1. In the corresponding operating concept, it therefore makes sense to take the driving energy primarily from the batteries of the passenger trailer 100.1, 100.2 when driving as a bus train. The storage battery of the electric bus 1 is not required for normal driving. It serves primarily as a reserve and for unforeseen situations.

An idealized timetable for a complete cycle on the lines of the Figure 5 is shown in the following table (EB: electric bus, PA1, PA2: passenger trailer). It should be noted that, in the case of a concrete implementation, additional times would of course be provided as a buffer or the actual travel times would be shorter than stated. Time [min] H W L ' process 0 EB + PA1 15 PA2 Start charging process PA2 at L ' 30th PA2 Charging process PA2 ended at L ' 40 EB + PA1 Uncouple EB / PA1 at W 40 EB + PA2 Coupling EB / PA2 at W 45 PA1 Start charging process PA1 at L ' 60 PA1 Charging process PA1 at L 'ended 60 PA1 / PA2 Start charging process PA2 at L ' 75 PA2 Charging process PA2 ended at L ' 80 EB + PA2 Uncouple EB / PA2 at H 80 EB + PA1 Connect EB / PA1 to H

In the example shown, 15 minutes are thus available for loading the passenger trailers if there is only one charging station at L '. If there are two charging stations, the maximum charging time is 20 minutes. An exemplary energy requirement and the corresponding energy supply for the traction drive are shown in the following table, whereby arbitrary units are used for the energy: route Need EB PA1 requirement PA2 requirement Reference EB Cover PA1 Cover PA2 HW 60 0 - 0 60 - WL ' - 5 - 5 - WH 60 - 0 0 - 60 L'H - 15 - - 15 - HL ' - - 15 - - 15 L'W - - 5 - - 5 total 120 20th 20th 0 80 80

On the lines HW and WH there is an energy flow according to the schematic representation in the Figure 7 in front. The two drives 13, 14 for the axles 11, 12 of the electric bus 1 are supplied with electrical energy from the battery 120 of the passenger trailer 100.

The Figure 6 is a graphical representation of a fifth operating concept. It graphically represents a main route IJ, which extends from a final stop I to a final stop J. An intermediate station V divides the main route IJ into a first section IV and a second section VJ. The first section IV of the main line IJ is equipped with an overhead line, the second section VJ is not. The first section IV is traversed by a bus train with an overhead line bus 2 and a passenger trailer 100. The passenger trailer 100 is uncoupled at the intermediate station V. He then drives alone and autonomously (without a driver) to the final stop J and from there back to the intermediate station V. There, the passenger trailer is coupled to a subsequent electric bus in order to run as a bus train to the other final stop I.

The driving energy should only be taken from the overhead line on route IV or VI. On the section VJ or JV, the drives of the trailer 100 are supplied by the local electricity storage.

An idealized timetable for a complete cycle on the lines of the Figure 6 is shown in the following table (EB: electric bus, PA: passenger trailer). It should be noted that, in the case of a concrete implementation, additional times would of course be provided as a buffer or the actual travel times would be shorter than stated. Time [min] I. V J process 0 EB1 + PA1 10th EB3 + PA3 PA4 20th EB2 + PA2 30th EB1 + PA1 / PA4 PA5 Unplug PA1, connect PA4 40 EB3 + PA3 50 EB2 + PA2 / PA5 PA1 Disconnect PA2, couple PA5 60 EB1 + PA4 70 EB3 + PA3 / PA1 PA2 Unplug PA3, connect PA1 80 EB2 + PA5 90 EB1 + PA4 / PA2 PA3 Unplug PA4, connect PA2 100 EB3 + PA1 110 EB2 + PA5 / PA3 PA4 Disconnect PA5, couple PA3 120 EB1 + PA2 130 EB3 + PA1 / PA4 PA5 Unplug PA1, connect PA4 140 EB2 + PA3 150 EB1 + PA2 / PA5 PA1 Disconnect PA2, couple PA5 160 EB3 + PA4 170 EB2 + PA3 / PA1 PA2 Unplug PA3, connect PA1 180 EB1 + PA5 190 EB3 + PA4 / PA2 PA3 Unplug PA4, connect PA2 200 EB2 + PA1 210 EB1 + PA5 / PA3 PA4 Disconnect PA5, couple PA3 220 EB3 + PA2 230 EB2 + PA1 / PA4 PA5 Unplug PA1, connect PA4 240 EB1 + PA3 250 EB3 + PA2 / PA5 PA1 Disconnect PA2, couple PA5 260 EB2 + PA4 270 EB1 + PA3 / PA1 PA2 Unplug PA3, connect PA1 280 EB3 + PA5 290 EB2 + PA4 / PA2 PA3 Unplug PA4, connect PA2 300 EB1 + PA1

An exemplary energy requirement and the corresponding provision of energy for the traction drive are shown in the following table, with all the required traction energy being drawn from the overhead line in the first section IV. Arbitrary units are used for the energy: route Need EB PA requirement Reference EB Cover PA Cover overhead contact line IV 45 0 0 0 65 (45 + 20) VJ - 20th - 20th - JV - 20th - 20th - VI 45 0 0 0 65 (45 + 20) total 90 40 0 40 130

The invention is not restricted to the exemplary embodiments shown. On the one hand, the passenger trailer and the electric or trolleybus may have further functionalities, or functionalities that are not essential to the invention may be missing. On the other hand, other operating concepts and operating modes can also be implemented with the passenger trailer according to the invention and corresponding bus trains.

In summary, it can be stated that the invention creates a passenger trailer which enables a more flexible use than previously known passenger trailers.

Claims (13)

Passenger trailer for an electric bus, comprehensive a) a coupling for coupling the passenger trailer to the electric bus; b) a battery for storing driving energy; c) a high-voltage connection for the transmission of driving energy between the passenger trailer and the electric bus; d) at least one drive that can be powered by the battery; and (e) at least one steered axle, and f) a controller which is connected in terms of control to the at least one drive and the at least one steered axle, so that the passenger trailer can be controlled automatically for driving. Passenger trailer according to claim 1, characterized in that the control is designed such that the passenger trailer is automatically controllable for a coupling maneuver and a decoupling maneuver to or from the electric bus. Passenger trailer according to claim 2, characterized in that the control and the high-voltage connection are designed such that a high-voltage connection between the passenger trailer and the electric bus is created automatically during the coupling maneuver and that the high-voltage connection between the passenger trailer and the electric bus is automatically disconnected during the decoupling maneuver. Passenger trailer according to one of claims 1 to 3, characterized by a charging connection for charging the battery. Passenger trailer according to one of claims 1 to 4, comprising heating, ventilation, air conditioning and / or lighting devices, which can be supplied with electrical energy from the battery at least in a state uncoupled from the electric bus. Bus train comprising an electric bus for the transportation of passengers and a passenger trailer according to one of claims 1 to 5. Bus train according to claim 6, characterized in that the electric bus can be operated by a vehicle driver. Bus train according to claim 6 or 7, characterized in that the control of the passenger trailer or a control of the electric bus is designed such that an energy supply of the electric bus when driving in the coupled state takes place primarily from the battery of the passenger trailer. Bus train according to claim 8, characterized in that, in addition to the energy supply of the electric bus, a storage battery of the electric bus can be charged in parallel with electrical energy from the battery of the passenger trailer when driving. Method for operating a transport system comprising at least one electric bus and at least one passenger trailer according to one of claims 1 to 5, characterized in that the passenger trailer sometimes temporarily and automatically coupled to the at least one electric bus on assigned traffic routes in passenger transport. A method according to claim 10, characterized in that the at least one passenger trailer is used as an exchangeable energy storage for the at least one electric bus, the control of the passenger trailer and a controller of the electric bus interacting in the coupled state in such a way that an energy supply of the electric bus takes priority from the battery of the Passenger trailer takes place. A method according to claim 10 or 11, characterized in that the at least one electric bus is designed as an overhead line bus and runs on an assigned first traffic route with overhead line supply and that the at least one passenger trailer partly runs on the first traffic route and partially on a second traffic route without overhead line supply. Method according to one of claims 10 to 12, characterized in that the at least one electric bus runs on an assigned main traffic route in the shuttle or ring mode, that the at least one passenger trailer covers a section of the main traffic route coupled to the electric bus and automatically covers a secondary traffic route, one The combined first travel time for the section of the main traffic route and the secondary traffic route is lower than a second travel time for the entire main traffic route, and that a first charging time per cycle for the passenger trailer is greater than a second charging time per cycle for the electric bus.

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